TECHNICAL FIELD
[0001] The present invention relates to fuel injection systems of internal combustion engines;
more particularly, to solenoid actuated fuel injectors; and most particularly, to
a variable shim and valve seat assembly and to a simplified method for setting the
injector valve stroke.
BACKGROUND OF THE INVENTION
[0002] Fuel injected internal combustion engines are well known. Fuel injection is a way
of metering fuel into an internal combustion engine. Fuel delivery is typically through
engine intake ports but is more recently directly into the cylinder through the engine
head. Accordingly, fuel injection arrangements may be divided generally into multi-port
fuel injection (MPFI), wherein fuel is injected into a runner of an air intake manifold
ahead of a cylinder intake valve, and direct injection (DI), wherein fuel is injected
directly into the combustion chamber of an engine cylinder, typically during or at
the end of the compression stroke of the piston. DI is designed to allow greater control
and precision of the fuel charge to the combustion chamber, providing the potential
for better fuel economy and lower emissions. DI is also designed to allow higher compression
ratios, providing the potential for delivering higher performance with lower fuel
consumption compared to other fuel injection systems. As the industry moves more towards
the fuel delivery directly into the cylinder, it is highly desirable in a modern internal
combustion engine to provide high pressure fuel injectors that more precisely deliver
fuel.
[0003] Generally, fuel injectors rely on internal valves to open a precise distance to deliver
exact amounts of fuel to the engine. An electromagnetic fuel injector incorporates
a solenoid armature, located between the pole piece of the solenoid and a fixed valve
seat. The armature typically operates as a movable valve assembly. Electromagnetic
fuel injectors are linear devices that meter fuel per electric pulse at a rate proportional
to the width of the electric pulse. When an injector is energized, its movable valve
assembly is lifted from one stop position against the force of a spring towards the
opposite stop position. The distance between the stop positions constitutes the stroke.
[0004] A solenoid actuated fuel injector for automotive engines is required to operate with
a small and precise stroke of its valve in order to provide a fuel flow rate within
an established tolerance. The stroke of the moving mass of the fuel injector is critical
to function, performance, and durability of the injector. Injectors for gasoline DI
require a relatively high fuel pressure to operate. The fuel pressure may be, for
example, as high as 1700 psi compared to about 60 psi required to operate a typical
port fuel injection injector. Due to the higher operating pressure, the fuel flow
of gasoline DI injectors is more sensitive to variations in stroke than port fuel
injection injectors and, therefore, a tighter control of the stroke set is needed.
Typically, a stroke tolerance of about +/- 5 microns is desired for GDI injectors
where a tolerance of about +/- 14 microns is acceptable for port fuel injection injectors.
[0005] Methods for controlling the exactness of the valve opening are an ongoing design
and manufacturing challenge. Current fuel injectors use a variety of methods to set
and control the displacement of the valve. For example, adjusting the pole piece location
is currently the most commonly used method for setting the stroke on fuel injectors.
This method involves precisely pressing the pole piece to a position that gives the
required valve displacement. Shortcomings of this method are the complexity of the
part design, especially the achievement of the needed tolerances, and the process
of accurately pressing the pole piece to the right depth without pressing too far.
This approach also requires an external structure for the pole piece to slide inside
thus adding more parts and cost. The sliding motion between the external structure
and internal pole piece can also generate undesirable contamination in the injector.
Stroke setting tolerance with this process can generally be in a +/- 12 micron range.
[0006] Another current approach includes a threaded valve seat outer diameter and a threaded
body inner diameter. By threading the outer diameter of the seat and the inner diameter
of the body that the seat mates with, valve stroke is adjusted by controlling the
depth that the seat is screwed into the body. This design is typically used on port
injectors and functionally works satisfactory. The major shortcomings of this approach
are the difficulty and cost of creating the very fine threads on the outer diameter
of the small and hard seat as well as cutting threads on the inner diameter of the
body. Once the correct stroke is set using this approach, the seat is typically spot
welded to the body. An o-ring is usually fitted between the seat and the body to assure
that no leakage occurs. Stroke setting tolerances with this process can generally
be in a +/- 12 micron range.
[0007] Still another approach is the selective flat shim method. The selection of a flat
shim of a precise thickness to give the desired valve displacement is a long used
method in high-pressure fuel injectors. The process typically involves taking interfacing
component measurements, calculating the appropriate shim thickness, selecting the
shim, and installing the shim into the injector during assembly. Shortcomings are
that a large number of high precision shims of various thicknesses need to be on hand
and ready for assembly. The mating part measurements are complex and difficult to
integrate into a high volume manufacturing operation. Stroke setting tolerances with
this process can generally be in a +/- 5 micron range or better if disassembly and
reassembly with a different shim is allowable. The shim selection method for setting
the fuel injector stroke is, therefore, a very high cost process.
[0008] What is needed in the art is a simplified method for setting valve displacement in
a fuel injector that involves fewer parts to be assembled, that involves parts that
can be easily manufactured, and that can be easily integrated into a high volume manufacturing
operation.
[0009] It is a principal object of the present invention to provide a variable shim and
valve seat assembly that enables a simplified method for setting the injector valve
stroke.
SUMMARY OF THE INVENTION
[0010] Briefly described, a variable shim and valve seat assembly in accordance with the
invention includes single ramped surfaces, such as a single face thread, or multiple
ramped surfaces as features on the top surface of an injector valve seat and a mating
shim surface. Valve stroke setting is achieved by rotating the seat relative to the
injector body, thus moving the seat inward or outward depending on the direction of
rotation. Once the desired valve stroke is set, the seat is welded to the injector
body to achieve a leak free interface. The amount of seat displacement is dependent
on the designed ramp angle, the number of ramps, and the degree of rotation. Stroke
setting tolerances that can be achieved with the variable shim may be improved over
known prior art methods since the seat can be axially loaded to create a significant
force between the shim and seat face surface features during stroke setting and welding.
Stroke setting tolerance may be in a +/- 3 to 5 micron range.
[0011] In an alternative embodiment of the invention, the shim geometry may be included
in the injector body eliminating the shim as a separate part.
[0012] The variable shim and seat assembly may be assembled in any injector that depends
on an accurate displacement of a valve mechanism to control the delivery of fuel.
The method for setting the valve displacement in a fuel injector in accordance with
the invention is simple, utilizes parts that can be easily manufactured at relatively
low costs, and provides for accurate setting of the injector stroke.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] The present invention will now be described, by way of example, with reference to
the accompanying drawings, in which:
FIG. 1 is a cross-sectional view of a solenoid actuated fuel injector, in accordance
with the invention;
FIG. 2a is an isometric view of a variable shim, in accordance with a first embodiment
of the invention;
FIG. 2b is an isometric view of a valve seat, in accordance with the first embodiment
of the invention;
FIG. 3a is an isometric view of a variable shim, in accordance with a second embodiment
of the invention;
FIG. 3b is an isometric view of a valve seat, in accordance with the second embodiment
of the invention; and
FIG. 4 is a cross-sectional view of a shim and seat assembly in accordance with a
third embodiment of the invention.
[0014] Corresponding reference characters indicate corresponding parts throughout the several
views. The exemplification set out herein illustrates referred embodiments of the
invention, in one form, and such exemplification is not to be construed as limiting
the scope of the invention in any manner.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0015] Referring to FIG. 1, a solenoid actuated fuel injector 100 includes a cartridge assembly
110 and a solenoid assembly 120. Fuel injector 100 may be, for example, an injector
for direct injection.
[0016] Cartridge assembly 110 includes all moving parts and fuel containing components of
injector 100, such as an upper housing 112, a lower housing 114, a pole piece 116
positioned between upper housing 112 and lower housing 114, and a valve assembly 130.
In one aspect of the invention, lower housing 114 may include a circumferential groove
138 or may be otherwise thinned out at the outer circumference for application of
a continuous hermetic laser penetration weld. Upper housing 112, lower housing 114,
and pole piece 116 enclose a fuel passage 118.
[0017] Solenoid assembly 120 includes all external components of injector 100, such as an
actuator housing 122, an electrical connector 124, and a coil assembly 126. Solenoid
assembly 120 surrounds pole piece 116.
[0018] Valve assembly 130 includes a pintle 132 having a ball 134 attached at one end and
having an armature 136 attached proximate to an opposite end. Valve assembly 130 further
includes a valve seat 140 assembled within lower housing 114 at a lower end 119. Valve
seat 140 may extend beyond lower end 119 of lower housing 114. An inner diameter of
lower housing 114 is designed to receive an outer diameter of valve seat 140 such
that valve seat 140 is axially and radially movable within lower housing 114. Valve
seat 140 extends axially from a top surface 142 to a bottom surface144. Bottom surface
144 of valve seat 140 includes a plurality of spray holes that may be opened or closed
by ball 134. Valve seat 140 may be formed, for example, by metal injection molding.
Armature 136 is positioned proximate to pole piece 116. Ball 134 is positioned within
valve seat 140. Valve assembly 130 constitutes the moving mass of fuel injector 100.
Valve assembly 130 is positioned within lower housing 114 such that reciprocating
movement of valve assembly 130 is enabled.
[0019] Solenoid actuated fuel injector 100 is a linear devices that meters fuel per electric
pulse at a rate proportional to the width of the electric pulse. When injector 100
is de-energized, reciprocating valve assembly 130 is released from a first stop position
where armature 136 contacts pole piece 116 and accelerated, for example by a spring
128, towards the opposite second stop position, located at bottom surface 144 of valve
seat 140. The displacement of valve assembly 130 between the first and the second
stop position constitutes the stroke of valve assembly 130.
[0020] A variable shim 150 is preferably positioned adjacent to top surface 142 of valve
seat 140. Variable shim 150 may be installed within lower housing 114 in a fixed position,
for example with a light press fit, such that shim 150 may not rotate within lower
housing 114. Shim 150 and valve seat 140 include mating features 160 at an interface
154, such as mating single ramped surfaces 156/146 (shown in FIGS. 2a and 2b, respectively)
or mating multiple ramped surfaces 158/148 (shown in FIGS. 3a and 3b, respectively)
that enable easy and accurate setting of the stroke of valve assembly 130 by rotation
of valve seat 140 relative to variable shim 150 and, consequently, relative to lower
housing 114. Shim 150 may be formed from a material that has a relatively high hardness
and is highly fuel resistant, for example stainless steel. Shim 150 may be, for example,
a machined part, a cold formed stamped part, or a metal injection molded part.
[0021] In an alternative embodiment, mating feature 160, such as single ramped surface 156
(FIG.2a) or multiple ramped surface 158 (FIG. 3a) included in shim 210 or 310, respectively,
may be integrated in the lower housing 114 of fuel injector 100. Mating feature 160
may be formed at an inner circumferential contour of lower housing 114. Accordingly,
shim 150 could be eliminated as separate part. In the alternative embodiment, lower
housing 114 may be formed as a deep drawn part to save cost over a machined part.
[0022] Referring to FIGS. 2a and 2b, a variable shim 210 and a mating valve seat 220 are
illustrated, respectively, in accordance with a first embodiment of the invention.
Variable shim 210 includes a face 152 that is designed as a single ramped surface
156. Valve seat 220 includes a top surface 142 that is designed as a single ramped
surface 146. Single ramped surfaces 156 and 146 of shim 210 and seat 220, respectively,
are mating surfaces. Single ramped surfaces 146 and 156 may be designed as a single
face thread. Single ramped surfaces 146 and 156 may include a single helical rise/fall
in 360 degrees forming a single ramp 162. The angle of ramp 162 may be selected in
accordance with a specific application. Variable shim 210 and valve seat 220 may be
assembled in fuel injector 100 as shim 150 and seat 140.
[0023] Referring to FIGS. 3a and 3b, a variable shim 310 and a mating valve seat 320 are
illustrated, respectively, in accordance with a second embodiment of the invention.
Variable shim 310 includes a face 152 that is designed as a multiple ramped surface
158. Valve seat 320 includes a top surface that is designed as a multiple ramped surface
148. Multiple ramped surfaces 158 and 148 of shim 310 and seat 320, respectively,
are mating surfaces. Multiple ramped surfaces 158 and 148 may be designed to include
a plurality of helical rises/falls in degrees forming multiple ramps162. While shim
310 and seat 320 are shown each to include three ramps 162, any other number of ramps
162 may be realized if desired for a specific application. The angle of ramps 162
may be selected in accordance with a specific application. Variable shim 310 and valve
seat 320 may be assembled in fuel injector 100 as shim 150 and seat 140.
[0024] Referring to FIG. 4, a shim and seat assembly 400 in accordance with a third embodiment
of the invention includes a variable shim 410 and a valve seat 420 assembled in lower
housing 430 of a fuel injector (such as fuel injector 100 shown in FIG. 1). Mating
features 160 formed in seat 420 and shim 410 at an interface 402 may be either single
ramped surfaces 146/156 as shown in FIGS. 2a and 2b or multiple ramped surfaces 148/158
as shown in FIGS. 3a and 3b. Valve seat 420 may include recesses 422 that facilitate
rotation of seat 420 relative to lower housing 430. Contrary to FIG. 1, where lower
housing 114 is shortened and valve seat 140 extends beyond lower end 119, bottom surface
424 of valve seat 420 is flush with a lower end 432 of lower housing 430 except in
the areas of recesses 422. In further contrast to FIG. 1, lower housing 430 does not
include a thinned out area at the outer circumferential contour for application of
a continuous hermetic laser penetration weld. Still, a 360-degree laser penetration
weld may be applied on close proximity to interface 402 of shim 410 and seat 420 by
radially welding through lower housing 430 into seat 420.
[0025] Referring to FIGS. 1 through 4, stroke setting of valve assembly 130 is achieved
by rotating valve seat 140 or 420 relative to variable shim 150 or 410, respectively.
Due to the mating features 160 included in shim 150 or 410 and valve seat 140 or 420,
such as mating single ramped surfaces 156/146 (shown in FIGS. 2 a and 2b, respectively)
or mating multiple ramped surfaces 158/148 (shown in FIGS. 3a and 3b, respectively),
valve seat 140 or 420 may be moved inward or outward of lower housing 114 or 430 depending
on the direction of rotation. Accordingly, mating features 160 provide axial displacement
of valve seat 140 or 420 through rotation of valve seat 140 or 420 relative to variable
shim 150 or 410, respectively. The amount of seat displacement is dependent on the
ramp angle, the number of ramps, and the degree of rotation of valve seat 140 or 420
relative to lower housing 114 or 430, respectively.
[0026] Once the desired valve stroke is set, valve seat 140 or 420 is fixed to lower housing
114 or 430, respectively, for example by welding, and preferably by laser penetration
welding. Preferably a continuous weld is formed for 360 degrees between valve seat
140 or 420 and lower housing 114 or 430. Laser penetration welding has the advantage
that a hermetic seal is created between valve seat 140 or 420 and lower housing 114
or 430 concurrently, eliminating the need for separate sealing features. As shown
in FIG. 1, the lower housing may be thinned out, for example by forming groove 138,
at the location of the weld. The weld is preferably located in close proximity to
the seat/shim interface 154 or 402 and as far away as possible from the position of
ball 134. During stroke setting and welding processes, an axial load may be applied
to valve seat 140 or 420 creating a significant force at the interface 154 or 402
of shim 150 or 410 and valve seat 140 or 420. Application of this load enables stroke
setting within tight tolerances and prevents changes to the stroke due to the heat
development during the welding process. As a result, tolerances in a range of about
3-5 microns may be achieved.
[0027] The displacement or stroke setting of valve assembly 130 in fuel injector 100 is
done prior to the calibration of fuel injector 100, preferably in the cartridge assembly
state of the manufacture. Valve seat 140 needs to be in a fixed position relative
to lower housing 114 before the spray holes included in bottom surface 144 of valve
seat 140 are oriented relative to solenoid assembly 120.
[0028] While variable shims 150, 210, 310, and 410 and valve seats 140, 220, 320, and 420
have been shown and described for assembly in direct injection fuel injector 100,
they may be useful in any type of injector that depends on an accurate displacement
of a valve mechanism, such as valve assembly 130, to control the delivery of any type
of fuel.
[0029] By integrating mating features into the interfacing surfaces of the shim and the
valve seat (such as shims 150, 210, 310, and 410 and valve seats 140, 220, 320, and
42), accurate setting of the injector valve stroke is enabled with simple parts that
can be manufactured relative easily and at relatively low costs and with a simple
stroke setting method.
[0030] While the invention has been described by reference to various specific embodiments,
it should be understood that numerous changes may be made within the spirit and scope
of the inventive concepts described. Accordingly, it is intended that the invention
not be limited to the described embodiments, but will have full scope defined by the
language of the following claims.
1. A variable shim and valve seat assembly for applications in a solenoid actuated fuel
injector, comprising:
a variable shim (150) having a face (152);
a valve seat (140) having a top surface (142), wherein said top surface interfaces
with said face; and
mating features (146, 156) integrated in said face of said variable shim and said
top surface of said valve seat, said mating features providing axial displacement
of said valve seat through rotation of said valve seat relative to said variable shim.
2. The variable shim and valve seat assembly of Claim 1, wherein said mating features
are single ramped surfaces (146, 156) including a single helical rise in 360 degrees
that forms a single ramp, or wherein said mating features are multiple ramped surfaces
(148, 158) including a plurality of helical rises that form multiple ramps.
3. The variable shim and valve seat assembly of Claim 1, wherein said variable shim is
assembled within a lower housing (114) of a fuel injector (100) in a fixed position.
4. The variable shim and valve seat assembly of Claim 1, wherein said valve seat is assembled
within a lower housing of a fuel injector adjacent to said variable shim, and wherein
said valve seat is axially and radially moveable within said lower housing.
5. The variable shim and valve seat assembly of Claim 4, wherein said valve seat extends
beyond a lower end of said lower housing.
6. The variable shim and valve seat assembly of Claim 4, wherein said valve seat is flush
with said lower end of said lower housing, and wherein said valve seat includes a
plurality of recesses that facilitate said rotation of said valve seat relative to
said variable shim and said lower housing.
7. A solenoid actuated fuel injector, comprising:
a lower housing (114);
a variable shim (150) press fitted into said lower housing and including a face (152);
a valve seat (140) extending axially from a top surface (142) to a bottom surface
(144), said valve seat being axially and radially moveable within said lower housing,
and said top surface interfacing with said face of said variable shim;
a first feature (146) incorporated in said face of said variable shim; and
a second feature (156) incorporated in said top surface of said valve seat, wherein
said first and said second features are mating features, and wherein said first and
said second feature enable axial displacement of said valve seat through rotation
of said valve seat relative to said variable shim and relative to said lower housing.
8. The solenoid actuated fuel injector of Claim 7, wherein said lower housing includes
a circumferential groove at an outer circumference, said groove facilitating application
of a continuous hermetic laser penetration weld between said lower housing and said
valve seat.
9. The solenoid actuated fuel injector of Claim 7, wherein said first and said second
feature is a single ramped surface, or wherein said first and said second feature
is a multiple ramped surface; or wherein said first and said second feature is a multiple
ramped surface that includes three ramps.
10. The solenoid actuated fuel injector of Claim 7, wherein said lower housing and said
variable shim form an integral part, and wherein said first feature is integrated
into said lower housing.
11. The solenoid actuated fuel injector of Claim 7, wherein a continuous hermetic weld
fixes said valve seat to said lower housing when said axial displacement of said valve
seat is achieved.
12. A method for setting valve displacement in a fuel injector, comprising the steps of:
forming a face of a variable shim as a first mating feature including at least one
ramp;
fixing said variable shim into a lower housing of said fuel injector;
forming a top surface of a valve seat as a second mating feature including at least
one ramp;
assembling said valve seat axially and radially movable within said lower housing
such that said second mating feature interfaces with said first mating feature;
applying an axially load to said valve seat;
rotating said valve seat relative to said variable shim and said lower housing to
move said valve seat inward or outward of said lower housing;
setting said valve displacement; and
fixing said valve seat to said lower housing.
13. The method of Claim 12, further including the steps of:
reducing an outer diameter of said lower housing; and
forming a continuous hermetic laser penetration weld for 360 degrees between said
valve seat and said lower housing at said reduced diameter.
14. A method for setting the stroke of a valve assembly for application in a solenoid
actuated fuel injector, comprising the steps of:
forming a lower housing of said fuel injector to include a first ramped surface at
an inner circumferential contour;
forming a valve seat to include a second ramped surface;
assembling said valve seat within said lower housing such that said second ramped
surface mates with said first ramped surface; and
rotating said valve seat relative to said lower housing to set said stroke.
15. The method of Claim 14, further including the step of:
laser penetration welding said valve seat to said lower housing after setting said
stroke.